Main-switch motor-control for electric



June 28, 1955 G. R. PURIFOY 2,712,103

MAIN-SWITCH MOTOR-CONTROL FOR ELECTRIC RAILWAY CARS Filed May 26, 1954 WRTNESSES law INVENTOR :04 George R. Purifoy.

ATTORNEY United States Patent 0 MAIN-SWITCH MOTOR-CUNTROL FOR ELECTRIC RAILWAY CARS George R. Purifoy, Pittsburgh, Pa.,

house Electric Corporation, poration of Pennsylvania Application May 26, 1954, Serial No. 432,488

15 Claims. (Cl. 318-64) assignor to Westing- East Pittsburgh, Pa., a cordevice which energizes the main traction-motors of the car or other self-propelled vehicle. Heretofore, such main switches have been provided with a testing position, whereby the electrical car-equipment could be tested without applying power to the main tractionmotors. This testing-provision has not been completely satisfactory, but it has been of necessity put up with for many years, for lack of any apparent reasonable way out of the difiiculties. My present invention aims to overcome these difiiculties, in a manner which will be described.

With the foregoing and other objects in view, my invention consists in the circuits, systems, apparatus, combinations, parts, and methods of design and operation, hereinafter described, and illustrated in the accompanying drawing, the single figure of which is a simplified circuit-diagram of the parts of one car, which are necessary to illustrate my present invention, omitting many parts which are known to be needed in a successful railway-control equipment of the type to which my invention is applied, but which are not necessary to be discussed in setting forth the nature and operation of my present improvement.

The drawing represents some of the equipment which is carried by a single electrically propelled railway-car embodying my invention. Direct-current power is supplied to the car from a third rail 195, or a trolley wire, which is engaged by a third-rail shoe 196, or a trolley pole, pantograph, or other current-collecting equipment, carried by the car. The third-rail shoe 196 is connected to a main switch MS, which energizes a main fuse MF, or other protective overcurrent circuit-interrupting device, which in turn energizes a supply-circuit 197 which energizes the traction-motors of the car. The main switch MS has been changed, in accordance with my present invention, in a manner which will be explained after a description of enough of the rest of the equipment, so that the significance and purpose of the main-switch changes will be apparent.

The equipment which I have chosen to illustrate is a simplified form of the traction-motor control which constitutes the subject matter of an application on traction-motor control by Frank H. Fowler and myself, Serial No. 417,472, filed March 19, 1954. The simplification consists in omitting the field-reversers, the fieldshunts, the field-controller and the circuits applicable thereto, including the spotting relay. 1 have added my new main switch MS, and the parts associated therewith, including the main fuse MF, and details of the energizingcircuit of a line-relay LR which will be subsequently described.

The traction-motors for the car are series motors, which are indicated, by way of a simple example, in

2,712,103 Patented June 28, 1955 the drawing, as comprising two motor-armatures A1 and A2, each being associated with its own series field winding SP1 and SP2, respectively. Two series-motor means or circuits are shown. The first series-motor means comprises, in series, an armature-terminal AT1, a motor-armature or armatures A1, an intermediate connection-point AXl, a series relay-coil CR of a limit-relay which is also commonly designated CR, a series mainfield winding or windings SP1 for supplying the fieldexcitation for said armature or armatures A1, and a field-terminal F11. The corresponding parts for the second series-motor means are indicated at AT2, A2, AX2, SP2, and PT, noting that the series relay-coil CR is not present in this second series-motor means.

A series-parallel motor-control arrangement is shown in the drawing, in which a line-switch or relay LS1 and a ground-switch G1 are used as power-switch means for establishing a power-circuit for energizing the motors, by connecting the first armature-terminal AT1 to the supply-circuit 197, and connecting the second armatureterminal AT2 to ground. For completing the seriescircuit connections, a switch IR is closed in addition to the power-switches LS1 and G1. For parallel-motor operation, two switches M and G are closed in addition to the power switches LS1 and G1. The parallel-motor switch M provides a circuit-connection between the armature-terminal AT1 of one series-motor means and the field-terminal FT of the other series-motor means; while the other parallel-motor switch G provides a circuit-connection between the other armature-terminal AT2 and the other field terminal F11. During an intermediate transition-period, a switch I is closed. These motor-controlling connections are all in accordance with a well-known switching-system.

Dynamic-braking circuits are established by opening the two power-switches LS1 and G1 and closing a braking-switch B1 in addition to the two parallel-connection switches M and G, also in accordance with a well-known system or arrangement. The braking-switch B1 provides a common dynamic-braking circuit-connection 193 between the respective intermediate connection-points AXl and AX2 of the two series-motor means, thus providing two dynamic-braking circuits wherein the motor-armature or armatures of each of said series-motor means act as generator-means which are loaded by the field winding or windings of the other one of said series-motor means, respectively, so as to retard the speed or" the seriesmotor means and hence the speed of the vehicle.

A suitable number of series-connected accelerating resistances are used, as indicated at R1, R2, '13 and R4. The resistance R1 is disposed between the supply-line 197 and the first armature-terminal AT1, and is shorted out by means of a second line-switch LS2. The resistance R2 is in series with the first field-terminal F11, and is progressively shorted out by means of switchcontacts S1, S3 and S9. The resistance R3 is in series with the second field-terminal FT, and is progressively shorted out by switch-contacts S2, S4 and S10. The resistance R4 is in the series-motor connection which is made by the switch JR, and this resistance is finally shorted out by the transition-switch J, for obtaining the full series power-circuit connection of the motors.

During parallel motor operation, the switch-contacts S3, S4 and S9, S10 are successively or progressively closed, during the acceleration of the motor.

During dynamic braking, the two motors are connected by the common dynamic-braking circuit-connection 198, which contains the braking-switch B1 and a brakingresistance R5. This resistance R5 is used, in addition to the previously mentioned accelerating-resistances R2 and R3, in establishing the complete dynamic-braking circuit. The braking-resistance R5 is progressively shorted out by 3 means of braking-switches B2, B5 and B6, during dynamic-braking operations, after which the acceleration resistances R2 and R3, or portions thereof, are progressively shorted out, as by the switch-contacts S3, S4, and S9, S10.

The progressive operation of the various resistanceshorting switches, during both motoring operation and dynamic braking, is under the automatic control of a suitable limit-relay, which is energized to be responsive to conditions which accompany excessive torque in the motors. Such a limit-relay is illustrated in the form of the previously mentioned current-relay CR, which, in the illustrated control-system, is provided with a motorcoil MR, which is a shunt relay-coil, connected in shunt across the terminals FT and AX2 of the series main-field winding SP2 of the second motor. This shunt relay-coil MR produces the main current-responsive operating-flux of the limit-relay CR. The series relay-coil CR bucks some of the ampereturns of the shunt coil MR; and this shunt coil MR is given enough ampere-turns to be opera 1.

tive in spiteof said bucking.

This current-relay CR also has a back-contact 199 (also marked CR), which is normally closed, that is, which is closed in the non-actuated or low-current position of the relay.

The current-relay CR is also provided with certain recalibrating-means. In accordance with previous practice, this relay is provided with a brake-coil BC, which haslong been a part of the standard equipment of limitrelays on this type of control-equipment. This brake-coil BC acts cumulatively with respect to the main shunt coil MR, and is connected in the common brake-circuit connection 198, so that it recalibrates the limit-relay in response to the braking-current, which in turn varies with the speed of the vehicle. relay CR is further provided with a well-known rate-coil RC, which acts cumulatively with respect to the main shunt coil MR, and which provides different limit-relay settings during motoring and braking.

All of the electrically controlled relays and switches which are shown in the drawing are diagrammatically indicated as having vertical switch-stems (indicated by dotted lines), which are biased bygravity toward their lowermost positions, and all of these switches and relays are shown in their deenergized or non-actuated positions.

All of the relays and switches are electrically controlled, and they are illustrated as being electrically or magnetically operated, by means of an appropriately numbered or lettered coil or solenoid, represented by a circle, acting magneticallyto lift an armature which is represented diagrammatically by a smalier circle inside of the coilcircle. In general, the same switch-designation is applied to any particular switch, its coil, and its contacts, by way of identification of the parts belonging to a given switch or relay.

The various electrical control-circuits for a train are under the control of a number of train-line wires, which extend from car to car. throughout the entire iength of the train (not shown). In the simplified circuit-diagram of the drawing, eight of these train-line wires are used, being given their usual designations, namely (l), 3, 4, 5, 6, 7, 12 and GS.

Energy for the various relay-circuits or switch-circuits is provided by means of a battery B on each car. The negative terminal of each battery is permanently grounded, while the positive terminal of each battery is connected through a switch 263, to the positive train line wire Each end of each car is provided with a motormans master controller MC, and a brake-handle 2&2, the controls for only one end of the car being indicated in'thc drawing. The illustrated master controller MC is indicated as being an accelerating-controller having an ottposition and three on-positions l, 2 and 3. In each of the three on-positions of the master-controller, MC, the posi- The limit-relay or currenttive control-wire is connected to the train-line wires 12', GS and 6. The train-line wire 12' is the energizing-wire for the operating-coil LS1 of the line-switch LS-; while the train-line wire GS is the energizing-wire for the operating-coil G1 of the ground-switch G1.

In the second and third Orr-positions of the accelerating-drum of the master controller MC, the train-line wire 4 is energized from the positive bus (I); while in the third on-position of this controller, the train-line wire 7 t is energized from the positive bus In the off-position of the accelerating drum or mastercontroller MC, a connection is made from the positive control-wire to the train-line wire 3. In the master controller MC, in accordance with a known practice, there is an overlap between the elf-position contact which energ zes this conductor 3, and the oil-position contacts which energize the conductors 12' and GS, so that, during the notching-off of the master-controller MC, the contact at 3 is made before the contacts at 12' and GS are broken.

The first on-position of the accelerating-controller MC, in Fig. 1, is a switching position, in which the controlwires 12, GS, and 6 are all energized. The control-wire 12 energizes a control-circuit wire 11'), through interiocks which are provided, by the braking-switches B1 and B5,

in the form of back-contacts 204 and 205, respectively; and the control-circuit wire 10 is used to energize the operating-coil LS1 of the line-switch LS1.

in accordance with a usuai practice, the exciting-circuit or the line-switch operating-coil LS1 also contains a make-contact 2 36 of a line-relay LR. which is a voltage responsive relay which drops out upon a predetermined reduction in the voltage applied thereto. This line-relay LR is shown as an undervoltage relay which has an operating-coil LR which is energized through a back-contact 2&7 of the line-switch LS2, said back-contact 287 being paralleled by a make-contact 298 of the line-relay LR.

The control-wire it also energizes a control-wire through a backcontact 209 of the line-relay LR. This controi-wire 120 is used as an auxiliary holding-circuit for a braking-protective relay BP, which wilt subsequently be described more in detail.

The train-line wire GS energizes the operating-coil G of the ground-switch G1, through suitable interlocks 2.10, 211,212 and 214*.

The train-line Wire 6 is connected, through an interiock 215, to a relay-circuit 6 which is connected. through an interlock 215, to a circuit 62 which constitutes a holdcircuit for the switch-progression for the acceleratingresistance short-circuiting switches S1 to Sit) and J. This hold-circuit 62 is used to energize the operating coil ill of the series-motor circuit switch JR, through interlocks 217 and 218. The said hold-circuit 62 is also used to directly energize the close-coil or actuating-coil BP-close of the braking-operation protective-relay BP.

The result of the master-ontrol cnergization in the No. l on-position of the master-controiier MC, is thus to close the main-circuit or power-circuit contacts of the traction-motor switches LS1, G1 and JR, thereby completing a series-connection motor-circuitfor causing a slow movement of the train, for so-called .witching purposes, with all of the acceleratirig-resistances in series with the motors.

At the same time, the energization of the brakingoperation protective-relay B? paves the way for the subsequent energization of the dynamic-braking circuits of the motors, and also for the automatic progression-control, under the control of the limit-relay or current-relay CR, both for the motoring progression during acceleration, and for the dynamic-braking progression during an application of the brake-lever 202, as is now well understood in the art.

The No. 2 position of the accelerating-controller MC is'the first of two running-positions 2 and 3. It initiates the accelerating progression of the se'ries niotor connec- 5 tions, by energizing the train-line wire 4, which is connected, through an interlock 224, to a conductor 40. The conductor 40 is connected, through interlocks 225 and 226, to a conductor 42, which energizes the operating coil LS2 of the second line-switch LS2, which acts as the first acceleration-progression switch, by short-circuiting the first accelerating-resistor R1.

This second line-switch LS2 also has a make-contact 228 which connects the circuit 40 to a circuit 45. The circuit 45 is connected, through the CR limit-relay backcontact 199, and through at BP make-contact 230, to a circuit 46, which constitutes the main limit-relay progression-circuit of the control-equipment. This limit-relay progression-circuit 46 is thus not only under the control of the limit-relay or current-relay CR, which is responsive to excessive motor-currents, but it is also under the control of the braking-operation protective-relay Bl, which must be closed (with the protective relay in its actuated position), before there can be any progression during either the motoring operation or the braking operation.

The next step in the acceleration of the traction-motors is accomplished by a movement of the master-controller MC to its No. 3 position, which is a parallel-motor runhing-position. energizes the train-line wire 7, which connects the traction-motors in parallel, and initiates the sequential accelerating control of the motors in this parallel connec- 1011.

If, now, the master-controller MC is returned to its ;,a

oil-position, the car or train being now running at some speed, the master-controller will energize the train-line wire 3, which may be described as the brake-wire 3. because it is used to set up the dynamic-braking circuits for the motors during the coasting operation, through the interlocks 269, 261 and 262, and the control-conductor 31. The brake-wire 3 is also used to directly energize a hold-coil BP-Hold of the braking protective relay BP, and this hold-coil may be regarded as representative of any holding-means which is effective only after the protective ergizing-circuit, which is independent of the brake-wire a and is thus operative in any of the three on-positions of the master-controller MC. This second hold-coil energizing-circuit includes a make-contact 259 of this brakeprotective relay 3?, and this make-contact 259 is used to energize the brake-wire 3 from the previously dethe line-relay LR.

A service braking-application is made by the closure of the brake-lever 202, which energizes the full-brake wire 5 from the brake-wire 3. This full-brake wire 5 is connected directly to the coil BR of a brake-relay BR, which initiates a full dynamic-braking operation, through a BR make-contact 272 and the conductor 45, thus putting the braking progression under the control of the back-contact 199 of the limit-relay or current-relay CR, as well as under the control of the BP make-contact 23%, both of which are in circuit between the conductor 45 and the limit-relay progression-circuit 46.

The foregoing is just a brief outline of the general natures of the various operations which are involved, without going into previously known details which are not necessary for an understanding of my present invention. These previously known details include operating-coils 1-2, 3--4 and 9-40; circuits 31C, 47, 48, 5t), 51, 53, 59, 66, 6'7, 71, 72, 75, 82, 85, 86, 92, 102,104 and 109; and

This position 3 of the master-controller 6 interlocks 222, 227, 231 to 239, 241 to 244, 246, 247, 249 to 252, 263, 265, 266, 272, 274, 277 to 288, 290 to 293 and 296; all of which are described and explained in detail in the Patent No. 2,653,284 of W. L. Barclay, Jr. and myself, granted September 22, l953, the same reference characters being used in both drawings.

The essential thing concerning the control-sequence, so far as my present invention is concerned, is that the automatic sequence-steps, during both accelerating and dynamic braking, are under the control of the line-relay LR. The operating coil LR of this line-relay must be energized from the main supply-circuit 197 of the tractionmotors, as long as this circuit is energized from the thirdrail shoe 196 and the main fuse MF.

Thus, in accordance with my present invention, I provide a multiposition main switch MS, preferably a switch or controller which has, in effect, three different operating-positions, which are numbered 1, 2 and 3, with suitable intermediate transition-positions TR and TR in between the operating-positions. The first switch-position is the main running-position for the car. The other two switch-positions are testing-positions, for testing the carequipment, as will be subsequently described.

All multiple-unit cars are provided with certain necessary auxiliary electrical equipment, in addition to the main traction-motors. These auxiliaries include such apparatus as heaters, fans, lights, a battery-charger, and an air-brake compressors. These auxiliaries must be kept in running order, in order that it may be safe to operate the main traction-motors to propel the car. in the accompanying drawing, therefore, at a point which is diagrammatically illustrated as being close to the main switch MS, I have indicated the auxiliaries by a block-diagram AUX.

The No. 1 position of this mat. switch MS is the main running-position, which the switch occupies whenever the car is in condition for operation. in this main No. 1 position, the main switch MS has a main contact which energizes the main fuse M? from the third-rail shoe 196, the switch has a contact-connection which also energizes the auxiliaries AUX from the third-rail shoe 196, and the switch has a separate auxiliary contact 300 which energizes the operating-coil LR of the line-relay from the supply-circuit 197, in a circuit which can be traced from a side-branch of the conductor 19?, to the auxiliary switch-contact 3G0, and thence to a conductor 301, which energizes the line-relay circuit containing a line-relay switch LRS, a line-relay fuse LRP, the parallel connected interlocks 207 and 293, the operating-coil LR, a line-relay resistance LRR, and thence to ground. This makes the line-relay LR responsive, as an undervoltage relay, to the voltage which is available for main power-purposes on the car, as it appears on the supplycircuit 197. The line-relay LR thus drops out whenever there is a main-circuit power-failure, whether it be a failure of the power on the third rail 195, or the passage scribed control-circuit 120, which is under the control of of the car over a third-rail gap (not shown), or an opening of the main fuse MB This No. 1 position of the main switch MS thus establishes the usual operating circuit-connections which have previously been established for this type of car-control, except that I do not believe that the line-relay switch LRS has been previously employed, and the auxiliary switch-contact 3% is also new.

The No. 2 position of the main switch MS is for the purpose of enabling the maintenance-personnel to quickiy and efliciently test the auxiliaries AUX, and also to run through all of the various sequential control-operations for the main traction-motors A1 and A2, including the various switches and relays, and particularly includ ing the line-relay LR, for both motoring and dynamic braking, while the car is standing on its running-track, with its third-rail shoe 196 in contact with a live thirdrail 195, but without actually passing current through the main traction-motors A1 and A2. To this end, in this No. 2 position, the main fuse MP is deenergized, and hence the main supply-circuit 197 for the traction-motors is also deenergized, so that neither the traction-motors nor the line relay LR can receive any energization from the supplycircuit 197. The auxiliary switch-contact 3th), for energizing the line-relay LR, is therefore no longer operable. In this No. 2 position, the main switch MS en ergizes both the auxiliaries AUX and the line-relay conductor 3% from the third-rail shoe 196, thereby making it possible to run through all of the tests without actually supplying power to the main traction-motors. This is a new position of the main switch MS, which has never before been provided, so far as I am aware.

The No. 3 position of the main switch MS is for the purpose of taking care of a testing-requirement which is experienced in shops or barns (not shown) where it is not possible to have live third rail conductors, and where it has long been customary to provide extension-circuits (not shown) terminating in plugconnections (not shown) which can be plugged into a test plug 392 which has com monly been provided in nultiple-unit cars or vehicles of the type in question. it has been customary, in the past, to provide the main switch (a predecessor of my main switch MS), with means whereby the main fuse MP and the auxiliaries AUX can be disconnected from the third-rail shoe 1%, and whereby only the auxiliaries AUX are energized from the test plug 392. According to my present invention, the No. 3 position of my main switch MS causes the test plug 302; to be connected to both the auxiliaries AUX and the energizing-circuit conductor 3% of the line-relay LR.

Prior to my present invention, no provision'was made whereby the energizing connections of the line-relay conductor Elli could be changed in any way, but this conductor remained always and permanently connected to the supply-circuit 197. in the previously provided main switches, when it was desired to test the sequence-operations or progression of the switches and relays associated with the control of the main traction-motors A1 and A2, it was necessary to operate with the line-relay LR dead, so that it was necessary to bypass the main made-up contact 296 of this line-relay, either by means of a jumper (not shown) which the workman would have to apply (and remember to take off again after the test), or by means of a special pushbutton (not shown) which was rigged up to be depressed by the main switch in its shop-test position, so as to short-circuit said line-relay contact 2%. Such a switch-operated pushbutton necessitated the running of additional wiring from the vicinity of the main switch to the vicinity of the line-relay LR, which was always at some more or less remote point on the car. The alternative use of jumpers has its obvious disadvantages.

My new main-switch construction avoids these disadvantages by providing for the proper energization of the line-relay conductor 391, from either the supply-circuit 97 (in the No. l position), or the third-rail shoe 1% (in the No. 2 position), or the test plug 332 (in the No. 3 position).

Prior to my invention, no available main switch'had a special position for testing the electrical equipment of the car when the car was not in the barn, but was standing on its operating-track or service-rail, with its third-rail shoe or shoes 1% in engagement with a live third rail 195. There was no No. 2 testing position. It was necessary, in the past, for workmen to first go all throughout the entire length of the train, sometimes consisting of as many as eleven multiple-unit cars, and paddle every one of the third-rail shoes 1%; that is, it was necessary for the workmen to carefully thrust insulating paddles or strips between each shoe and the live third rail, in order to kill both the shoes and the main-motor supply-circuit 197 in each of the cars of the train. When the third-rail shoes were all dead, the workmen had to connect a temporary jumper (not shown) in each car, between the third-rail shoe or shoes 196 and the test plug 302 on that car, so that the previously available main switch (the predecessor of my'present one), could be thrown to its only testing-position, which was connected to said test plug 3G2. Then the workmen had to remove the paddles in order to energize the test plug on each car. it was only then that the operations of the auxiliaries and of the various switch-controls could be tested for the sequential progression for both acceleration and dynamic braking. After the test, the tedious paddling process had to be repeated, in order to kill the third-rail shoes so that the jumpers'could be removed, and finally the paddles had to be removed. The jumpers had to be finally removed, because a connection between the test plug 3&2 and the shoes 196 could not be tolerated when the car was sent to the shop or barn for testing, because of the danger to personnel if the shoes 196 were permitted to be live during such barn-tests.

It will thus be seen that my invention provides a means whereby the control-operations can be much more quickly and safely tested, both in the shop and on the service-rail. My invention also provides a means where by the test could be more complete, because the tests with my new equipment also now include a testing of the operations of the important line-relay LR. With my equipment, a failure of the line-relay supply-circuit 391, or an open condition of the main fuse MF, can be simulated by an opening of the line-relay switch LRS, or by moving the new main switch MS to its transition-position TR, in which the circuit 301 is deenergized.

My new multiposition main switch MS has so far been described as a switching-means for performing certain specified switching-operations in each of its several switch-positions. So far as my present invention is concerned, I could use any switching-means answering this description, whether it is built with switch-blades, or contact-segments, or cam-switches, or multiple-pole three-position switches. Conveniently, the switch may have a main blade or contact-segment 303, which makes all of the contacts except the two contacts which are closed by the auxiliary contact-element 300, which must be insulated from the main blade or contact-member 303. In the first transition-position TR, it is essential that neither the main segment 303 nor the auxiliary segment 304) make contact with the conductor 301. In the second transition-position TR, it is essential that the main contact 363 shall not make contact with the third-rail snoe 1% or the test plug 302. It is immaterial what other contacts are made by the main segment 303 in either of the transition-positions TR or TR, as indicated by the shaded spots 304.

The essential novel feature of my new main switch MS is the making and breaking of the contacts to the linerelay circuit 301, as has been described. A brief outline of certain operational relationships will show the significance of this line-relay, in its relation to the necessary sequence-testing of the various control-operations for the traction-motors A1 and A2.

Thus, the energizing-circuit 301 for the line-relay LR is connected back of the main fuse MF, so that, if the fuse blows while the master-controller MC is in an onposition, the motor-controlling power-circuit and accelerating switches will not remain in their energized or powerpositions, even though there is no power-operation on the motors, but the blown fuse will also open the line-relay LR, Whose contact 206 will open the line-switch LSl, whose contact 215 will deenergize the close-coil BP-Closc of the braking-protective relay BP (but will not necessarily open this relay, as will soon be pointed out).

First, it may be recalled that the purpose of the braking-protective relay BP is to require, or make sure, that the main traction-motors Al and A2 have had a power-operation, and have just left such a power-operation, before a dynamic-braking circuit may be established in the car. This requirement is made in order that, whenever a dynamic-braking circuit is established, it shall be accomplished so quickly aftera 9 power-operation, that the traction-motors will not have lost their residual flux, as otherwise the dynamic braking would build up more slowly than could be tolerated in the operation of the vehicle. To this end, the BP-relay has two main contacts 230 and 261. The main contact 234}, prevents the accelerating-control operations of the power-circuit energization of the main motors from progressing beyond the so-called switching-operation, for slowly moving the car or train for track-switching purposes, with all of the accelerating resistance in circuit with the motors, unless the BP- relay is closed. The other main contact 261 of the braking-protective relay BP makes it impossible, if the BP-relay is deenergized, to energize the braking-initiating control-circuit 2613iB262-31, which energizes the two parallel-operation switches G andM, even though the line-switch LS1 has dropped out and closed its back-contact 260 which is also in series with this braking-initiating circuit.

Whether the braking-protective relay BP drops out upon the deenergization of its BP-Close coil depends upon whether its holding-coil BP-Hold is energized at the moment. There are two ways in which this BP- Hold coil can be energized. One way is through the train-line 3, which is energized in the ofi-position of the master-controller MC. The other way of energizing the BP-Hold coil is through an on-position of the master-controller MC, through the train-line 12, and the holding-circuit 1t'i-2G912d-259-3. It is noted that this holding-circuit contains the back-contact 209 r of the line-relay, so that it will be seen that another very important function of this line-relay is to make sure that the Bi-re1ay does not drop out, at the moment when a loss of third-rail power or an opening of the main fuse MP deenergizes the line-relay while the master-controller MC is in an an-position, that is, if everything is operating properly, which is one of the purposes of the testing-operation. A passage over a third-rail gap can be simulated during the testingoperations by a manipulation of the line-relay switch LRS.

If a dropping-out of the line-relay LR causes the line-switch LS1 to drop out, while the master-controller MC is in an on-position, the LS1 make-contacts 215, 224, 231 and 222 open and deenergize all of the other power-circuit switch-contacts (except the ground switch G1). However, it takes a certain small time for the second line-switch LS2 to get to its open position, and if the period of deenergization of the line-relay LR is too brief to permit this second line-switch LS2 to drop out, then some means must be taken for preventing the reenergization of the line-relay LR until this second line-switch LS2 has completed its drop-out movement. To this end, it has been customary to provide this second line-switch LS2 with the back-contact 2G7 which is included in the energizing circuit of the line-relay LR. During normal operations, the line-relay has locked in its energizing-circuit through its holding-contact 208, which bypasses the LSZ-contact 207, the linerelay having been initialiy energized before the LS2 switch had been actuated in the first place. But if the car passes over a very short third-rail gap, in the normal operation of the train, the holding-circuit contact 208 will open when the line-relay drops out, and the LSZ-interlock 207 will prevent the line-relay from picking up again until the line-switch LS2 has completely dropped out. This precaution is taken so that, when the line-relay LR does pick up again, thus reclosing the first line-switch LS1 and restarting the accelerating sequence (according to the position occupied by the master-controller at the moment), the progression will start all over again, starting with all of the accelerating resistances in circuit, and running rapidly through the sequential steps until the limit-relay CR 10 picks up, thus preventing any flashing of the motors or any accelerating-jerk on the car.

It will thus be seen that the line-relay LR is intimately bound up with the control of the traction-motors, and that my new main switch MS is important, because it thus makes it possible, for the first time, to adequately include this important line-relay in the testing-out operations.

While I have described my invention, and explained its manner of operation, in connection with a particular simplified illustrative form of embodiment, i wish it to be understood that the efiicacy of the invention would not be atfected by the addition of desired additional features or safeguards, or by the omission of undesired or unnecessary features, or by the substitution of equivalent or alternative forms of various means or elements for performing the essential element-functions which have been described and explained.

I claim as my invention:

1. An electric power-using assembly, comprising: (a) a main motor-means to be controlled; (b) auxiliary power-using equipment; (c) a main power-supplying terminal for feeding power into said assembly; (d) a multiposition main switching-means having a main operating-position and a testing-position; (e) a main protective overcurrent circuit-interrupting device; (f) an undervoltage line-relay which drops out upon a predetermined reduction in the voltage applied thereto; (f. the main switching-means (0) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (a) and said auxiliary equipment (1)) to be energized from said main power-supply terminal (0), and to cause said line-relay (f) to be energized from said main overcurrent circuit-interrupting device (e); and said main switching-means (d) being further operative, in only its aforesaid testing-position, to cause both the line-relay (f) and the auxiliary equipment (b) to be energized from the main power-supplying terminal (0); (g) a progressively operating multistep power-switching and sequencecontrolling power-circuit means, subject to the condition of said line-relay (f), for establishing a powercircuit for energizing the main motor means (a) from the main overcurrent circuit-interrupting device (0), and for controlling the accelerating-adjustment of said power-circuit in accordance with a predetermined control-sequence; and (h) a progressively operating multistep braking-switching and sequence-controlling braking-circuit means, subject to the condition of said linerelay (f), for establishing a braking circuit in which the main motor-means (a) act as generator-means for retarding the speed of said main motor-means, and for controlling the braking adjustment of said brakingcircuit in accordance with a predetermined control-sequence.

2. The invention as defined in claim 1, in combination with: (i) an interlocloccntact preventive-means, for preventing the initial operation of the line-relay (f) after an early stage of the accelerating adjustment of the power-circuit in item (g); and (j) a control means, responsive to an actuated position of the line-relay (f), for incapacitating said preventive-means (i).

3. An electric power-using assembly, comprising: (a) a main motor-means to be controlled; (1)) auxiliary power-using equipment; (0) a main power-supplying terminal for feeding power into said assembly; (d) a multiposition main switching-means having a main op crating-position and a testing-position; (c) a main pro tective overcurrent circuit-interrupting device; (f) an undervoltage line-relay which drops out upon predetermined reduction in the voltage applied thereto; (f) the main switching-means (d) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (6) and said auxiliary equipment (12) to be energized from said main power-supplying terminal and to cause said linerelay (7) to be energized from said main overcurrent circuit-interrupting device (e); and said main switchingmcans (d) being further operative, in only its aforesaid testing-position to cause both the line-relay (f) and the auxiliary equipment ([2) to be energized from the main power-supplying terminal (0); (g) power-switching means, for establishing a power-circuit for energizing the main motor-means (a) from the main overcurrent circuit-interrupting device (6); (l1) braking-switching means, for establishing a braking circuit in which the main motor-rneans (a) act as generator-means for retarding the speed of said main motor-means; (i) a progressively operating multistep accelerating-controlling sequence-means, for controlling the accelerating-adjustment of the power-circuit of item (3) in accordance With a predetermined control-sequence; (j) a progressively operating multistep braking-controlling sequencemeans, for controlling the braking-adjustment of the braking circuit of item (It) in accordance with a predetermined control-sequence; (k) a master-controller for controlling said power-switching means (g) and said accelerating-controlling sequence-means (i), said mastercontroller having an on-position contact which is closed when said master-controller is moved from its ofi-position, and having an elf-position contact which is closed when said master-controller is in its off-position, there being an overlapping point when both said on-position contact and said oil-position contact are closed; (I) a brake-controller for controlling said braking-switching means (h) and said braking-controlling sequence-means (j); (m) a control-circuit means, for eiiecting a closure of said power-switching means (g) in response to said oil-position contact of said master-controller (k); (n) a control-circuit means, for effecting an opening of the power-switching means (g) in response to a dropped-out position of the line-relay (f); (0) a braking-protective relay; (P) a control-circuit means, for effecting an actuation of said braking-protective relay (0) in response to a closure of said power-switching means (g); (q) a controlcircuit holding-means, for holding the brakingprotective relay (0) in its actuated position in response to said off-position contact of the master-controller (it), said holding-means (g) being effective only after said braking-protective relay has been moved to its actuated position; (1') a control-circuit means, for eifecting a closure of the braking-switching means (g) in joint response to the off-position contact of said master-controller (k) and an open position of said power-switching means and (s) a control-circuit means, for interrupting an operation of each of the sequence-means (i) and (j) in response to a non-actuated position of the brakingprotcctive relay (0).

4. The iflVflIlLiOll as defined in claim 3, in combination with: (q) a control-circuit means, for holding the braking-protective relay (0) in its actuated position in joint response to the Orr-position contact of the mastercontroller (k), accompanied by a dropped-out position of the line-relay (7), said holding-means (q) being effective only after said braking-protective relay has been moved to its actuated position.

5. The invention as defined claim 3, in combination with: (i) an interlock-contact preventive-means, for preventing the initial operation of the linerelay (1) after an early stage or" the accelerating-controlling sequenceincans (i); and (I!) a control means, responsive to an actuated position of the line-relay (1) for incapacitating said preventive-means (t).

6. An electric power-using assembly, comprising: (a) a main motor means to be controlled; (b) auxiliary power-using equipment; (0) a main power-supplying terminal for feeding power into said assembly; (d) an auxiliary power-supplying terminal for feeding testing-power into said assembly; (e) a multiposition main switchingmcans having a main operating-position and two testing- CID Cir

positions; (7) a main protective overcurrent circuit-interrupting device; (g) an undervoltage line-relay which drops out upon a predetermined reduction in the voltage applied thereto; (g') the main switching-means (e) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (f) and said auxiliary equipment (b) to be energized from said main power-supplying terminal (c), and to cause said line-relay (g) to be energized from said main overcurrent circuit-interrupting device (1); said main switching-means (a) being further operative, in only one of its testing-positions, to cause both the line-relay (g) and the auxiliary equipment (b) to be energized from the main power-supplying terminal (0); and said main switchingmeans (2) being still further operative, in only its other testing-position, to cause both the line-relay (g) and the auxiliary equipment (1)) to be energized from the aux iliary power-supplying terminal (d); (h) a progressively operating multistep power-switching and sequence-controlling power-circuit means, subject to the condition of said line-relay (g), for establishing a power-circuit for energizing the main motor-means (a) from the main overcurrent circuit-interrupting device (f), and for controlling the accelerating-adjustment of said power-circuit in accordance with a predetermined control-sequence; and (i) a progressively operating multistep brakingswitching and sequence-controlling braking-circuit means, subject to the condition of said line-relay (g), for establishing a braking circuit in which the main motormeans (a) act as generator-means for retarding the speed of said main motor-means, and for controlling the braklag-adjustment of said braking-circuit in accordance with predetermined control-sequence.

7. The invention as defined in claim 6, in combination with: (j) an interlock-contact preventive-means, for preventing the initial operation of the line-relay (g) after an early stage of the accelerating adjustment of the powercircuit in item (11); and (k) a control-means, responsive to an actuated position of the line-relay (g), for incapacitating said preventive-means (j).

8. An electric power-using assembly, comprising: (a) a main motor-means to be controlled; (b) auxiliary power-using equipment; (0) a main power-supplying terminal for feeding power into said assembly; (d) an auxiliary power-supplying terminal for feeding testingpower into said assembly; (e) a multiposition main switching-means having a main operating-position and two testing-positions; (f) a main protective overcurrent circuit-interrupting device; (g) an undervoltage line-relay which drops out upon a predetermined reduction in the voltage applied thereto; the main switching-means (2) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (f) and said auxiliary equipment (b) to be energized from said main power-supplying terminal (0), and to cause said line-relay (g) to be energized from said main overcurrent circuit-interrupting device (1); said main switching-means (2) being further operative, in only one of its testing-positions, to cause both the line-relay (g) and the auxiliary equipment (1;) to be energized from the main power-supplying terminal (c); and said main switching-means (e) being still further operative, in only its other testing-position, to cause both the line-relay (g) and the auxiliary equipment (12) to be energized from the auxiliary power-supplying terminal (:1); (h) powerswitching means, for establishing a power-circuit for energizing the main motor-means (a) from the main overcurrent circuit-interrupting device (f); (i) brakingswitching means, for establishing a braking circuit in which the main motor-means (a) act as generator-means for retarding the speed of said main motor-means; (j) a progressively operating multistep accelerating-controlling sequence-means, for controlling the accelerating-adjustment of the power-circuit of item (h) in accordance with 35 a predetermined control-sequence; (k) a progressively operating multistep braking-controlling sequence-means, for controlling the braking-adjustment of the braking circuit of item (i) in accordance with a predetermined control-sequence; (l) a master-controller for controlling said power-switching means (It) and said accelerating-controlling sequence-means (j), said master-controller having an on-position contact which is closed when said master-controller is moved from its off-position, and having an oiT-position contact which is closed when said master-controller is in its off-position, there being an overlapping point when both said on-position contact and said off-position contact are closed; (m) a brake-controller for controlling said braking-switching means (i) and said braking-controlling sequence-means (k); (n) a control-circuit means, for effecting a closure of said power-switching means (h) in response to said on-position contact of said master-controller (l); (0) a controlcircuit means, for efiecting an opening of the powerswitching means (It) in response to a dropped-out position of the line-relay (g); (p) a braking-protective relay; (q) a control-circuit means, for efiecting an actuation of said braking-protective relay (p) in response to a closure of said power-switching means (h); (r) a control-circuit holding means, for holding the braking-protective relay (p) in its actuated position in response to said elf-position contact of the master-controller (I), said holding-means (r) being effective only after said braking-protective relay has been moved to its actuated position; (s) a controlcircuit means, for effecting a closure of the brakingswitching means (h) in joint response to the oft-position contact of said master-controller (l) and an open position of said power-switching means (h); and (t) a controlcircuit means, for interrupting an operation of each of the sequence-means (j) and (k) in response to a nonactuated position of the braking-protective relay (p).

9. The invention as defined in claim 8, in combination with: (r) a control-circuit means, for holding the brakingprotective relay (p) in its actuated position in joint response to the on-position contact of the master-controller (l), accompanied by a dropped-out position of the linerelay (g), said holding-means (r) being efiective only after said braking-protective relay has been moved to its actuated position.

10. The invention as defined in claim 8, in combination with: (u) an interlock-contact preventive-means, for

preventing the initial operation of the line-relay (g) after an early stage of the accelerating-controlling sequencemeans (i); and (v) a control-1neans, responsive to an actuated position of the line-relay (g), for incapacitating said preventive-means (a).

11. An electric power-using assembly, comprising: (a) a main motor-means to be controlled; (b) auxiliary powerusing equipment; (c) a main power-supplying terminal for feeding power into said assembly; (d) an auxiliary powersupplying terminal for feeding testing-power into said assembly; (e) a multiposition main switching-means having a main operating position and a testing-position; (f) a main protective overcurrent circuit-interrupting device; (g) an uudervoltage line-relay which drops out upon a predetermined reduction in the voltage applied thereto; (g) the main switching-means (e) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (f) and said auxiliary equipment (11) to be energized from said main powersupplying terminal (0), and to cause said line-relay (g) to be energized from said main overcurrent circuit-interrupting device (f); said main switching-means (e) being further operative, in only its aforesaid testing-position, to cause both the line-relay (g) and the auxiliary equipment (b) to be energized from the auxiliary power-supplying terminal (d); (h) a progressively operating multistep power-switching and sequence-controlling power-circuit means, subject to the condition of said line-relay (g), for establishing a power-circuit for energizing the main motor-means (a) from the main overcurrent circuit-interrupting device (f), and for controlling the accelerating adjustment of said power-circuit in accordance with a predetermined control-sequencc; and (i) a progressively operating multistep braking-switching and sequence-controlling braking-circuit means, subject to the condition of said line-relay (g), for establishing a braking circuit in which the main motor-means (a) act as generator-means for retarding the speed or" said main motor-means, and for controlling the braking-adjustment of said braking-circuit in accordance with a predetermined control-sequence.

12. The invention as defined in claim 11, in combination with: (j) an interlock-contact preventive-means, for preventing the initial operation of the line-relay (g) after an early stage of the accelerating adjustment of the powercircuit in item (it); and (k) a control-means, responsive to an actuated position of the line-relay (g), for incapacitating said preventive-means (j).

13. An electric power-using assembly, comprising: (a) a main motor-means to be controlled; (1)) auxiliary powerusing equipment; (0) a main power-supplying terminal for feeding power into said assembly; (.4) an auxiliary powersupplying terminal for feeding testing-power into said assembly; (e) a multiposition main switching-means having a main operating position and a testing-position; (f) a main protective overcurrent circuit-interrupting device; (g) an undervoltage line-relay which drops out upon a predetermined reduction in the voltage applied thereto; (g') the main switching-means (0) being operative, in only its main operating-position, to cause both said main overcurrent circuit-interrupting device (f) and said auxiliary equipment (b) to be energized from said main power-supplying terminal (0), and to cause said line-relay (g) to be energized from said main overcurrent circuit-interrupting device (f); said main switching-means (e) being further operative, in only its aforesaid testing-position, to cause both the line-relay (g) and the auxiliary equipment ([2) to be energized from the auxiliary power-supplying terminal ((2); (h) power-switching means, for establishing a powercircuit for energizing the main motor-means (a) from the main overcurrent circuitinterrupting device (7); (i) braking-switching means, for establishing a braking circuit in which the main motor-means (a) not as generatormeans for retarding the speed of said main motor-means; (j) a progressively operating multistep accelerating-controlling sequence-means, for controlling the acceleratingadjustment of the power-circuit of item (It) in accordance with a predetermined control-sequence; (k) a progressively operating inultistep braking-controlling sequencemeans, for controlling the braking-adjustment of the braking circuit or" item (1') in accordance with a predetermined control sequence; (1) a master-controller for controlling I said power-switching means (11) and said acceleratingcontrolling sequence'rneans (j), said master-controller having an on-position contact which is closed when said master-controller is moved from its off-position, and having an oft-position contact which is closed when said master-controller is in its otf-position, there being an overlapping point when both said on-position contact and said oft-position contact are closed; (m) a brake-controller for controlling said braking-switching means (i) and said braking-controlling sequence-means (k); (n) a controlcircuit means, for effecting a closure of said power-switching means (It) in response to said on-position contact of said master-controller (I); (0) a control-circuit means, for efiecting an opening of the power-switching means (h) in response to a dropped-out position of the line-relay (g); (p) a braking-protective retay; (q) a control-circuit means, for efiecting actuation of said braking-protective relay (p) in response to a closure of said powerswitching means (It); (r) a control-circuit holding-means, for holding the braking-protective relay (p) in its actuated position in response to said ofhposition contact of the master-controller (I), said holding-means (2') being effective only after said braking-protective relay has been moved to its actuated position; (s) a control-circuit means,

for efleeting a closure of the braking-switching means (h) in joint response to the off-position contact of said mastercontroller (I) and an open position of said power-switching means (h); and (t) a control-circuit means, for interrupting an operation of each of the sequence-means (j) and (k) in response to a non-actuated position of the braking-protective relay (p).

14. The invention as defined in claim 13, in combination with: (r) a control circuit means, for holding the braking-protective relay (p) in its actuated position in joint response to the art-position contact of the mastercontroller (I), accompanied by a dropped-out position of the line-relay (g), said holding-means (r) being effective only after said braking-protective relay has been moved to its actuated position.

Reterenees Cited in the file of this patent UNITED STATES PATEN TS 2,331,228 Purifoy Get. 5, 1943 2,361,201 Hibbard Oct. 24, 1944 L l-00,971 Barclay May 28, 1946 2,669,681 Purifoy Feb. 16, 1954 

